SAAC Forum

What? No Elvis letter of authenticity??

A little laborious, for 65s (which isn't what you asked about  ) the registry lists this info by car. The numbers all all over the place! An SFM car can be turned out on the same day as another SFM number over 100 VINs apart. Perhaps by 67 or the  66 Hertz cars it was a more rational operation (?) haven't dug that far, but the data is there in the registry.

 
Thank you gt350hr.
Hmm, many parts in this set were from a '64 271 Sport Coupe which had a T-10B-1.
Appreciate the lead.

 
FWIW: 'Police Interceptor' is one of a few terms Ford has used for police vehicles. 'Interceptors' have, as mentioned, been full sized, both 2 and 4 door (historically a great source of wheels for those trying to synthesize SAI history).
The fox body 'Special Service Package' Mustangs are  still popular at the strip and the first gen 'Special Purpose' Broncos are collectables.

I recently found this tag amongst components of 64-65 sm blk 4 speed transmissions (T-10 B-1s, H-1s, M-1s & top loaders).
It reads "30A-G-1" w FoMoCo script, bolt "F-C" gr5.
Thanks in advance.

George through Kieth:
Just cannot thank you both enough for George sharing and Kieth for bringing to us this absolutely essential SAI history. The former (now lost) thread was IMO the biggest singular treasure lost. To whatever degree any parts of it can be reconstituted, and saved, is of incalculable value to our hobby for us and those who follow.
We are almost down to sole-source contacts for this type of original or near-original attributable information.

A most minor vignette on a 'day-in-the-life' at HPM is the transaction regarding the purchase of my car 5S339: The original owner (I am second owner) had a new black 1965 271HP 4sp 2+2 when he drove by HPM on the way home from work and the cars caught his eye. After stopping and 'getting the bug' he returned and traded in his slightly used HIPO 2+2 for a slightly used 'company' GT-350. His dealings were w Lew Spencer directly and the GT-350 was a driver used by his then wife, Faith, who also worked at HPM. Years later I discussed this in detail w Lew. FWIW Lew & Faith in the HPM days lived on Cheviot and Motor.
I never figured to ask Bill, the original owner, why he just didn't have his car updated w 'Cobra Kits', et al, by HPM at the time instead. Nobody was buying these as an investment then, in fact Lew commented that they had a hard time moving them.

One other 'super-anal' piece of HPM trivia: 5S339 has one of the near sequential HPM CA license plates NQR 8XX which really helps with the timeline regarding ops at HPM.

Steve A

SHIVER ME TIMBERS!!!

https://youtu.be/Rwi0pPr9hq8

At least shortly after the beginning, future R model Mustangs, were preordered, not just pulled from the line. At best it appeared to be then sporadic.

Bob, Steve and all:
This is a great and substantive thread. New original material and thoughtful inputs therein. Shades of our original forum!
I think I speak for many here on how much we all benefit from your sharing of your considerable expertise.
Would hate to see this veer off track. Been alot of 'psychobabble' on here lately.
Love talking shop and anything to do with that fabulous SAI history, especially at West Imperial Highway.

My unsolicited two-cents (from my backround): eyewitnesses often time turn out to less than reliable in a thorough investigation-makes it difficult sometimes.

Steve A

What a classy series of contributions!
Respectfully, Steve A

Neat thread. Basically agree w most said (been running a C7FE for over 40 years).
A few nuanced points worth considering (some basic):

-the distinctive sound is a function of the lobe separation, that CompCam is at 110, the C7FE is at 107- big difference in engine sound;
-the C7FE, as all cams, will be a *smaller* effective  camshaft in a 331, even moreso in a 347 or 363. maybe good maybe bad, but the engine will have a different personality than a 289 w a C7FE;
-the C7FE is simply a 'shelf' Don Sullivan lobe profile (888? can't remember offhand) used on both the 289 and FE. Had an XE part number in 1966 prior to 67. It was 'tuned' for the GT-40 by the lobe separation and the listed lash (.025/.020). This lash tuning on the same lobe profile is what accounts for the listed nominal duration difference (318-304) with the same .050 duration of 252;
-this camshaft was WIDELY reproduced for many years by mass producers/merchandisers: TRW, Melling, Sealed Power, Honest Charley, JC Whitney, Gratiot, now Herbert.  most of the 'merchandised' cams are listed w 320~ nominal duration, same lash, and same .050 duration, taking some of Sullivan's tuning out and perhaps making it 'idiot proof" . (would love to put one on a Cam Doctor);
-true it is a 1966 (or earlier) lobe profile, although quite aggressive for its time. utilizing 1.7 rocker arms, makes it a much quicker ramp -at the valve- and increases the duration under the curve slightly. not a 1:1 correlation to todays ramp intensity, but close...and FUN in an increased displacement SB stroker. it is NOT a Duntov 30/30 'flat ramp';
-lastly, it is just sooooo Ford. for many many years, prior to todays wide aftermarket, a 271HP 289-punched 30, valves, ported heads, torker (or whatever) was THE bread and butter SB Ford run at slaloms, autocrosses, club events and street racing. timeless, quick, with a unique vicious sound.

Typical hick who tested well (like CS), gotta love em:


"At the beginning of World War II, Worthington enlisted in the Army Air Corps. Commissioned a Second Lieutenant, he was the aerobatics champion at Goodfellow Field in San Angelo, Texas. He saw combat as a B-17 Flying Fortress pilot with the 390th Bomb Group, flying 29 missions over Germany. He was discharged after the war as a captain. Worthington was awarded the Air Medal five times, and received the Distinguished Flying Cross, which was presented to him by General Jimmy Doolittle.

Worthington's military service was frequently revisited in the 21st century in aviation magazines, since he had trained pilots who would become some of America's first astronauts."

It is not a 1965 GT-350 intake (S1MS-9424A). There were non PCV intakes used on Cobras I've heard and purportedly on R Mustangs (?).
The biggest issue with this intake, beside the obvious lack of markings, is the lack of a rear casting boss.

On the casting boss (cylindrical, between front and carb heat plenum): are there any stamped letters?
Of note: it appears there is no PCV accommodation  and the carb heat shield was never 'tapped' (?)

http://www.ponysite.de/racing_smits.htm